Rotary valve for internal combustion engines and other heat engines



March 17, 1925. 1,530,390

E. H. MICKLEWOOD ROTARY VALVE FOR INTERNAL COMBUSTION ENGINES AND OTHER HEAT ENGINES Filed Aug. 18, 1924 2 Sheet-Sheet 1 we arvzajt,

March 17, 1925.

- r 1,530,390 E. H. MICKLEWOOD v ROTARY VALVE FOR INTERNAL COMBUSTIONENGINES AND OTHER HEAT ENGINES Eilepi Aug. 18, 1924 2 Sheets-Sheet 2 Patented Mar. '17, 1925.

"UNITED STATES PATENT EDMUND HAWTHORNE mzexpnwoop, or xm'znowll, ENGLAND.

ROTARY VALVE F0 3, INTERNAfl-CQMBUSTION Wei-NBS AND 0 mm; 3124?: Engines.

Appl cati n el e tgw i 1924., se e-7 32 8 5 No. 856,790 in which the engine piston is st pped the h nlarged te en Wee g i e nul ri cham er, e ves to he h e a eherge f W king fl ide e mpreee it nto he ey inde end els to e e ehge the latter.

The e jee of t e. inven o i e'prev d a val e for such eng ne h eh. ill e reely re e b uns j ted t any varying pree str'e-Whet er, a d to. at ain h s @1 end thrust on the valve is eliminated and Pi l tieulerly hat due te h PFQSS FQ d el fl hid n. eemprees hg t e e etg e workin i to he e n eylindeh Furth r, o l'mihete er-e s st ai s v 1991 the valve, eeeh e' reheeper h e he ny metal arrangemen of direct dr ey e i heih dr e; -the rotary valv ep dle'; the pihdl is .ee e uple 'with t e hem Wheel e he l ke from wh ch it s dr ve tha the eit ul r er etery m ement 9 th wh el is imparted to the p ndle, Wh le 11 emse strain er p essureie elim na edith t ese ehiele therrete y a ve eonrell ng the edmiee h' ef the terhih flujie v an of th eeeve gihgweir e thee gine eylh d r GOmPl $t e*h w eyl h'der mounted te. ret teet eeeillhte 119th e eleeve wh ch s rig dith e 'fs hr-ed di ect or ie r e ly te t e ehgih tyl ider ehdhe trans rse theph-reg l 'erri hge .te ake" he back thrust due to the esitabliehrnent e'f pt-e htee in' he w rkihg t theeng he, i th c mpr si n ef'th eherge f kin uid, to W iehp e su es the va ve it e W-eu l e-hem e s bje ted, this d e-t phr di vid hgthei slee e hate the com per-. eeht ehd sepe ting the p estpreided in th lee eehd -elv eend 'vielve ceas ng for the ent et e thelweth hg fluid herg f oth thes Whieh eehtrel the s awmeht Qt Werk n pump eyilihder end pi teh-heihg defeerihed in he et ees id United tsteteep eh $12 9 'fiee iemfi valve bQXiS fitte th ehgihg eherge- Th valve easi i prefer.-

hhly e net te by h sl e e xiel w th th shame up n whi th h lle ey indrieel valve otat s er ill te the. a ve he ing e flu det ght urfeee eenteet with h and outer sleevee.

The ente eylihdr eel velve ee hg end I the hh' elee ie they be nteg a h" ee eh e h or eepe etely ermedfehd. either or b th they be integ l w th the engine ylihder ee ihg e h tebly seemed the et Te elimihete'ereee strain the valve t sp ndle, a dis e m on the enst valve spindle may b QQP1vd Wi h the eih Wheel by me e' pi and slot e ne e, th t eir; Wheel being in this ease ememently mehntesi to re e't up n e bee fe mmg e11 ex l Kt6ItiQL 0f th retery alv s ver, wh e the spindl of th xetet'y e vepessefs through a hxie herein. t i

e s e prev desi a its enter end it th dis or rm t em hich eel plihg pin extend laterally to gngaggrth ghfainfwhegl erviee' versev i QIlQ'BmbQQlIQQBF ef the eht ee is illustrated 31 1 he eeeempehy ng dre ge,

w e Fig! 1 is Yer eel trees eeeti n e pe t ef ehengineeyl hsl r taken th ou h the eentre of the retery va ve ehtr'ei hhg th erhing tfihil lx end eeevengihg eh" supply; Fig;- Z'Ii e' ide eleve 'the peei ieh 1. Whieh t eehewh gig je is a' e tien eh'the li e 3-3 of F g ig else ,ee ltie Qnvt ih a e gl- .1 and. Fi

eeh xel verti a nf t vhlte section, On a small'er set le than Fig. Lei

.en ey inder ot en, engine embodying t t e lthnr t I he drewlhge j t'epreeehts thewc p kteg yfillfiifl we hihg- 'piet h, while it is .ehhh' eh 'eh thher wh eh' werhs' en mum pumpfip ung r l iQF-Lilillg e perte e etepp tl tr -hhr ieltent thie r eh'geeyl i e'r fe t-pis n h vretei y va ve Wh eh deele with eele ases ehly, h mely he werh hgfl icl nd th eeevellgi g eh, it meuh d' in valve he; er easing 'whi heemp ie e t' Q e he m 't'liic cylinders Or sleeves i tegtel wi h eh ether-- G, D which' ingy he O eeh at t fwiell Q? the erh n cylinder ehslpihtt; Whieh is Suitably j et$ fer hephtpeee ightly e nnected therewith as by means of bolts or studs through a flange 0 on the outer sleeve, the end of which may be tapered as shown, so that it can be drawn tightly into a tapered recess in the cylinder wall. Alternatively, the valve box may be secured to the engine cylinder wall through the medium of the inner sleeve I). The latter is constructed or provided with a transverse diaphragm E which takes the back thrust due to the establishment of pressure in the working of the engine, which otherwise would be transmitted to the valve itself. The diaphragm E thus divides the chamber within the inner sleeve D into two compartments F, G and a port F connects compartment F with the annular space between the inner and outer sleeve which is filled by the rotary cylindrical valve. The compartment G has diametrically opposite ports G, G communicating with the same annular space, and this compartment also communicates with the upper end of the pump cylinder A through a port G The. outer sleeve C has two diametrically opposite ports C, C adjacent to the working cylinder and connecting the annular space between the two sleeves respectively with a passage or port I-I leading to the working cylinder and with the working fluid induction chamber K. The outer sleeve C has a third port C near its outer end which is connected, as by pipe P, with a port P opening into the lower end of the annular pump or compressor chamber A. Further, both sleeves are pierced with two diametrically opposite ports I, the aligning ports I on one side of said sleeves admitting air to the chamber F, while the aligning diametrically opposite ports I of said sleeves communicate with a pipe or passage, not shown in the drawings, which may lead to a secondworking cylinder, in the case of a multi-cylinder engine, or to a scavenging air reservoir in the case of a single cylinder engine.

The valve itself is constituted by a hollow cylinder J which fills the annular space be tween the two sleeves of the valve box. This cylinder has three ports, namely a port J which, in the rotation of the valve, registers successively with the diametrically opposite ports I in the internal and external sleeves of the valve box; a second port J which registers successively with the ports G, C on the one hand and the ports G G on the other; and a third port J adapted to register with the port F in the internal sleeve of the valve box and, when so registering, to establish communication between the compartment F and the passage H through ort p The valve J is rotated by means of a. spindle L which is journalled in the boss of a cover M closing the outer end of the valve box and is suitably secured to the valve itself as by being keyed to an internal-boss J 0 integral with or secured to the cylindrical valve.

The spindle L is driven from a sprocket Wheel or pulley N freely mounted upon the boss M of the cover plate M through pin and slot connections between the driving wheel N and a disc 0 secured upon the valve spindle L, such driving connections being preferably equally spaced around the driving wheel N. In Fig. 1 the disc 0 is shown as provided with two diametrically opposed pins 0 which engage in two radially elongated holes or slots N in the driving wheel N. By thismethod of driving the spindle the circular or rotary movement of the sprocket wheel N is imparted to the spindle, while all cross strain or pressure to which the driving wheel may be subject is eliminated as far as the spindle is con cerned, firstly by transmission to the fixed boss on which the driving wheel rotates, and secondly by the pin and slot driving connection between the sprocket wheel and disc 0.

The port J controls the induction of the working fluid on the outstroke from chamber K (into which it is admitted through inlet K) through ports G G G to pump chamber A upon the upper side of pump piston B, and upon the instroke controls the transfer of the charge of working fluid from chamber A through ports G G, C and passage H to the engine cylinder.

The valve port J controls the admission of scavenging air on the instroke through one set of ports I in the outer and inner sleeves of the valve casing to the chamber F, whence it passes through the open end 1 of the valve and port C to the compressor chamber A below the piston B, while the valve port J establishes communication between the compressed scavenging air and the working cylinder at such time as the 1 0 exhaust valve Q (Fig. 5) is open.

The control of the admission of scavenging air to the cylinder is shown as effected by means of a port J 3 so cut in the valve that while it establishes communication be- 115 tween ports F and C, it also cuts off communication between ports G, and C.

Having thus described the nature of the said invention and the best means I know of carrying the same into practical effect, 120 I claim I 1. In internal combustion engines and other heat engines in which charges of working fluid and of scavenging fluid are alternately forced into the engine cylinder, I a rotary valve controlling the admission into the cylinder of the working and scavenging charges, comprising a ported cylindrical sleeve rigid with the engine cylinder, an 0pen-ended= cylinder mounted-to rotate 1 groups. p 2. In lnternal combustion engines and other heat engines in which charges of working fluid and of scavenging fluid arev alternately forced into the engine cylinder, a rotary valve controlling the admission of the working and scavenging fluids to the engine cylinder, comprising two fixed concentric sleeves a hollow cylinder mounted to rotate within the annular space between the said sleeves, ports in the said hollow cylinder and sleeves and a transverse dia-' phragm dividing the inner sleeve into two compartments and separating the ports which control the working fluid charge from those which control the scavenging charge. 3

3. In internal combustion engines and other heat engines in which chargesv of working fluid and of scavenging fluid are alternately forced into the engine cylinder, a rotary valve controlling the admission of the working and scavenging fluids to the engine cylinder, comprising two fixed concentric sleeves,-a hollow cylinder mounted to rotate in the annular space between the said sleeves, two ports in the said hollow cylinder and two sets of ports in the said fixed sleeves, one set registering with one of the ports in the hollow. cylinder, and the other set registering with the other port therein and a transverse diaphragm extending across the inner fixed sleeve and separating the two sets of ports therein.

4. In internal combustion engines and other heat engines in which charges of working fluid and of scavenging fluid are alternately forced into the engine cylinder, a rotary valve according to claim 3 pro vided with a third port which is adapted to establish communication between one compartment of the inner sleeve and a passage leading to the engine cylinder, andalso to cut oil communication between a second compartment of the said inner fixed cylinder and the said passage.

In testimony whereof I have signed my name to this specification. Y

Y EDMUND iiAWTHoRNE MICKLEWOOD. 

